Four-cycle internal-combustion engine.



R. MILLER.

FOUR-CYCLE INTERNAL GOMBUSTION ENGINE.

APPLIUATION FILED MAR. l, 1910.

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ATTORNEY R. MILLER. FOUR-CYCLE INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. l, 1910.

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APPLICATION FILED MAB. 1, 1910.

979,082, v Patented Dec. 20, 1910.

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FOUR-CYCLE INTERNAL-COMBUSTION ENGINE.

Specication of Letters Patent. Patented Dec, 20, 1910.

Application filed March 1, 1910. Serial No. 546,714.

To all whom it may concern:

. Be it known that I, RoBER'r MILLER, a. citizen of the United States,residing at 614 Beach Terrace, in the city, county, and State of NewYork, have invented a new and useful Improvement in Four-Cycle Internal-Combustion Engines, of which the followin is a specification.

y invention relates to four cycle internal combustion en ines, and theobjects of my invention are rst to provide an engine. which shall workeiliciently at high engine speeds; second to provide a valve arrangementwhich will make a larger eifectlve opening than those now in use; third-to provide an engine which will scavenge its cylinder more thoroughlythan those now in use. f

I accomplish the result which I seek by the mechanism shown in thedrawings.,

Similar letters refer to similar parts throughout the drawings.

Figure l is a sectional elevation of -iny engine taken in a plane atright angles to the axis of the crank shaft; Fig. 2 is a sectionalelevation of my'engine taken in the plane of the axis of the crankshaft; Fig. 3 is a horizontal section of my device taken on the plane XX (Fig. l), with the ports Q on the same level as the ports O; Fig. 4fis a horizontal section of my device taken on the plane Y Y (Fio. :2),with the ports R on the same level as tie ports P; Fig. 5 is ahorizontal section of my device taken on the plane N `(Fig. l), with theports N on the same level asthe port N; Fig. 6 is a diagrammatic sectionin elevation of my device at the top of the compression stroke, at aboutthe moment of iiring; Fig. 7 is a diagrammatic section in elevation ofmy device at the bottom of the explosion stroke; Fig. 8 is adiagrammatic section in elevation of my device at the top of the exhauststroke; Fig.

9 is a diagrammatic section in elevation of' my device just before thebottom of the intake stroke.

For the sake of clearness and simplicity in Figs. 6, 7, 8 and 9, theportsare the only parts of said figures which are lettered.

A 1s the cylinder head; B is the cylinder; C is the water jacket spacein the cylinder; D is a sliding sleeve traveling vertically inside ofcylinder B; E is a flywheel; F is the main crank; G is the mainconnecting rod; H isthe piston; J is the spark plug; K is the crankcase; N is an auxiliary exhaust port in cylinder B, so located that itsbottom is level with the top of piston H at lower* dead center; N is theauxiliary exhaust connection; N are auxiliary exhaust ports in sleeve D;O are the main exhaust-ports in cylinder B; P are the intake ports incylinder B, these portsl have their bottom about level with the top ofauxiliary exhaust ports N; P is the intake connection; Q are the mainexhaust ports in sleeve D; R .are the intake portsin sleeve D; S is themain crank shaft; ais a gear wheel; b is apinion half the diameter ofwheel a and meshed into wheel a; pinion b is fixed with reference tomain shaft 'S; f is a crank connecting wheel a to connecting rod d; d isa gear connecting rod joining crank f to sleeve D.

The operation of my vdevice is as follows: Fig. 6 shows the engine atthe top of the stroke, at full compression, and at themement of tiring.At this point, the portsare all closed. As soon as the charge explodesin cylinder B, piston H is thereby driven downward, and crank F isthereby rotated in 'the direction shown by the arrow inFig. 6. Thereuponby reason of the relation between pinion a and gear wheel o andconnecting rod d, sleeve D begins to descend, with the result that atthe bottom of the explosion stroke, sleeve Dfhas descended so far thatauxiliary exhaust ports N" and N register with each other, and theauxiliary exhaust takes place, as shown in Fig. 7 It will also be notedby referenceto Fig. 7, that while the auxiliary exhaust ports N and Narel fully open, the main exhaust ports Q and 0 are just beginning toopen.' As the rotary motion of crank F continues, the piston H begins torise untilit reaches the top of the exhaust stroke, as shown in Fig. 8,at which time exhaust ports Q, and O are fully open. It will be noted,by reference to Fig. 8 that sleeve D is now traveling upward, so thatports Q and O are closing. As, the revolution of crank F continues onthe downward intake stroke, the piston H descends-and the sleeve Dascends, until they reach the relative positions shown in Fig. 9, atwhich time exhaust ports O and Q are closed, auxiliary exhaust ports Nand N are closed, and intake ports R and P are open. As piston H hasbeen descending with exhaust ports O and Q closed, a partial vacuum hasbeen created inside ofcylinder B, and as soon as intake orts R and Popen, the charge rushes into cy inder B. As the rotary motion of crank Fcontinues, the intake ports P R1 close, the main exhaust ports O and Qre-y main closed, andthe charge is compressed up to the moment offiring, as shown in Fig. 6, 5 .thus completing the cycle of the enginesoperation.

rIhe construction allowing in a four cycle engine a charge admissionvery much dey layed from what is usually done, 'is essentially new, andalters not only the structure but the results achieved as well. Forexample the residual gases remaining in the clearance have a longer timeto cool before i the admission of the new charge. This cooling resultsin their shrinkage and allows g a larger live charge Ato be drawn in.Also the residual gases being thus cooled are less apt to ignite theentering charge if said charge be lean. Also, by delaying the admissionof the charge until a considerable vacuum is built up in the cylinder,the charge enters with a rush so that inertia effects can be utilized torani a full charge into the cylinder. In this respect, the constructionallowing an inlet port encompassing the cylinder, said inertia effecthas little to oppose it, so that a full charge is assured.

I claim:

l. In four cycle internal combustion engines, in combination, a piston;a main crank shaft; a connecting rod connecting said piston and saidcrank shaft; a cylinder having main exhaust ports in its upper portion,having auxiliary exhaust ports in its lower portion and having intakeports slightly above said auxiliary exhaust ports; a sleeve fittingclosely within said cylinder and outside of said piston, and free tomove to a limited extent up and down with relation to said cylinder,said sleeve having main exhaust ports in its upper portion (said portsregistering in plan with said main exhaust ports in said cylinder), andhaving auxiliary exhaust ports in its lower portion (said portsregistering in plan with said auxiliary exhaust ports in said cylinder),and having intake ports slightly above said auxiliary exhaust ports(said intake ports registering in plan with said intake ports in saidcylinder) a gear wheel; a gear connecting rod connecting said gearrwheg,to said sleeve; a pinion of one half the diameter of said gear wheel,and meshed into said gear wheel, said inion being fixed to and 55concentric with said main crank shaft; said crank shaft, pinion, gearwheel, gear connecting rod, sleeve, piston and connecting rod allcoperating whereby all of said ports are closed during the compressionstroke and until almost the bottom of the explosion stroke, and wherebysaid auxiliary exhaust ports open at the bottom of the explosion stroke,and whereby said main exhaust ports remain open during the entireexhaust stroke, and whereby said main exavaosa 7C gines, in combination,a piston; a mani A .gi-rank shaft; a connecting rod connecting saidpiston and said crank shaft; a cylinder haring main exhaust ports in itsupper poi'- tion, having auxiliary exhaust ports in its f lowerport-ion, and having y intake ports slightly above said auxiliaryexhaust ports; a .sleeve-litting closely within said cylinder l andoutside of said piston, and free to move to a limited extent up and downwith relation to said cylinder, said sleeve having mainex haust ports inits upper portion (said ports registering in plan'with said main exhaustports in said cylinder), and having auxiliary exhaust ports in its lowerportion (said ports registering in plan with said auxiliary exhaustports in said cylinder), and having intake ports slightly above saidauxiliary exhaust ports (said intake ports registering in plan with saidintake ports in said cylinder); means for moving said sleeve to alimited degree up and down in said cylinder; said crank shaft, sleeve,moving means, pis ton and connecting rod all coperating whereby all ofsaid ports are closed during the compression stroke and until almost thebottoni of the explosion stroke, and whereby said auxiliary exhaustports open at the bottom of the explosion stroke, and whereby said mainexhaust ports remain open during' the entire exhaust stroke, and wherebysaid main exhaust ports and said auxiliary exhaust ports remain closedduring the intake stroke, and whereby said intake ports open near thebottom of said intake stroke. v 1-05 3. In four cycle internalcombustion engines, in combination, a piston; a main crank shaft; aconnecting rod connecting said piston and said crank shaft; a cylinderhaving-exhaust ports in its upper portion, 110 and having intake portsin its lower portion; a sleeve fitting closely within said cylinder andoutside of said piston, and free to move to a limited extent up and downwith relation to said cylinder, said sleeve having cx- 115 haust portsin its upper portion (said ports registering in plan with said exhaustports in said cylinder), and having intake ports in its lower portion(said intakev ports registering in plan with said intake ports in said1,20 cylinder) a gear wheel; a gear connecting y rod connecting saidgear wheel to said sleeve; a pinion of one half the diameter of saidgear wheel, and meshed into said gear wheel, said pinion being fixed toand concentric with said main crank shaft; said crank shaft, pinion,gear wheel, gear connecting rod, sleeve, piston and connectin rod allcooperating whereby all of sai ports are closed during the compressionstroke and 13o until almost the bottom of the explosion stroke, andwhereby said exhaust ports remain closed during the intake stroke, andwhereby said intake ports open near the1 bottom of said intake stroke.

4. In four cycle internal combustion engines, in combination, a piston;a main crank shaft; a connecting rod connecting said piston and saidcrank-shaft; a cylinder having exhaust ports in its upper portion, andhaving intake port-s in its lower portion; a sleeve fitting closelywithin said cylinder and outside of said piston, and free to move to alimited extent up and down with relation to said Cylinder, said sleevehaving exhaust ports in its upper portion (said ports registering inplan with said exhaust ports in said cylinder), and having intake portsin 'a limited degree up and down in said cylinder; said crank shaft,sleeve, moving means,

piston and connecting rod all coperating whereby alll of said ports areclosed during the compression stroke and until almost the bottom of theexplosion stroke, and whereby said exhaust ports remain open during theentire exhaust stroke, and whereby said exhaust ports remain closedduring the intake stroke, and whereby said intake ports open near thebottom of said intake stroke.

' ROBERT MILLER. Titnessesz ARTHUR C. JOHNSON,

ADOLPH VVIDDER.

